Peak Cycle Links Woo Dale to Wye Dale Link Transport Assessment
214843-00 Issue | November 2010
This report takes into account the particular instructions and requirements of our client. Ove Arup & Partners Ltd It is not intended for and should not be relied 63 St Thomas Street upon by any third party and no responsibility is Bristol undertaken to any third party. BS1 6JZ United Kingdom arup.com Job number 214843-00
Peak Cycle Links Woo Dale to Wye Dale Link Transport Assessment
Contents
Page
1 Introduction 1 1.1 Overview and context 1 1.2 Scope of the Transport Assessment 1 1.3 Format of this document 2
2 Policy Context 3 2.1 National Policy 3 2.2 Local Planning Policy 3 2.3 Local Transport Policy 5
3 Existing Conditions 8 3.1 Site Location and Description 8 3.2 Existing Site Information 8 3.3 Wider Route Network Context 10 3.4 Access by Cycle 10 3.5 Access on Foot 11 3.6 Access by Bus 11 3.7 Access by Car 12 3.8 Road Safety 15
4 Proposed Development 16 4.1 Description of proposed development 16 4.2 Objectives of proposed development 16 4.3 Justification for proposed route alignment 17
5 Construction Traffic 20 5.1 Construction Methodology 20 5.2 Programme 20 5.3 Construction access and trip generation 20 5.4 Public Rights of Way 22
6 Operational Phase Trip Attraction 23 6.1 Cycling and walking 23 6.2 Vehicular Attraction 24
7 Management of impacts 26 7.1 Construction Phase 26 7.2 Operational Phase 26
8 Conclusion 28
214843-00 | Issue | 15 November 2010
J:\214XXX\214843-00\4.50_REPORTS\ENVIRONMENTAL STATEMENT\CD\IK TRANSPORT ASSESSMENT ISSUE.DOCX
Peak Cycle Links Woo Dale to Wye Dale Link Transport Assessment
8.1 Construction Phase 28 8.2 Operational Phase 28
214843-00 | Issue | 15 November 2010
J:\214XXX\214843-00\4.50_REPORTS\ENVIRONMENTAL STATEMENT\CD\IK TRANSPORT ASSESSMENT ISSUE.DOCX
Peak Cycle Links Woo Dale to Wye Dale Link Transport Assessment
1 Introduction
1.1 Overview and context
This Transport Assessment relates to the Woo Dale to Wye Dale Link; a section of shared-use cycle and pedestrian trail which is being developed as part of the Peak Trails Links Project. The Peak Trails Links Project is shown in Figure 1.
The western part of the Woo Dale to Wye Dale Link lies within the Peak District National Park (PDNP) and comprises upgrading existing farm tracks along Church Lane and Woo Dale. The eastern section of the link is in High Peak District (HPD) and comprises a new section of path along the River Wye linking the bottom of Woo Dale to the Wye Dale car park. Together with a planned on- road section in Buxton and the Monsal Trail (due for completion by March 2011), the Woo Dale to Wye Dale Link will complete the Buxton and Monsal Trail; a continuous cycling and walking route between Buxton and Bakewell. Figure 2 shows the scheme location in the context of adjacent sections of the Peak Trails Links Project and Figure 3 presents the route at 1:10,000 scale showing the Local Authority boundaries.
The Buxton and Monsal Trail is part of the Peak Trails Links Project, a proposal to create a circular route linking up existing cycle trails along the former railway routes of the High Peak and Tissington Trails and a route from Bakewell to Matlock, thereby making the heart of the Peak District accessible by cycle and on foot from Buxton and Matlock rail stations.
The Pedal Peak District website states that the project has been driven by overall objectives from government to: • to create opportunities for people to start cycling or cycle more often • to help people live more healthy lives by being more active • to reduce car use and cut carbon emissions
It is part of a bigger vision for improving cycling in the Peak District National Park. The PDNP is working in partnership with Cycling England to encourage people to use bicycles, particularly families, less mobile people and those new to cycling to cycle regularly.
1.2 Scope of the Transport Assessment The Peak District National Park Authority (PDNPA) requested a Transport Assessment to support the planning application for the Woo Dale to Wye Dale Link. This Transport Assessment is tailored to the specific function and trip generation of the proposed development and broadly follows government guidelines for delivering transport assessments1. Due to the specific nature of the
1 Guidance on Transport Assessment, Department for Transport, March 2007.
214843-00 | Issue | 15 November 2010
J:\214XXX\214843-00\4.50_REPORTS\ENVIRONMENTAL STATEMENT\CD\IK TRANSPORT ASSESSMENT ISSUE.DOCX Page 1
Peak Cycle Links Woo Dale to Wye Dale Link Transport Assessment
development – a new section of walking and cycling route - this Transport Assessment focuses on: • Policy context; • Construction transport • the level of potential cycling and walking demand (as a justification for the need for the Woo Dale to Wye Dale link); • evidence of alternative route alignments that have been considered; • management of potential car parking issues arising from use of car as an access mode.
1.3 Format of this document The remainder of this transport assessment is structured as follows: • Section 2 describes the national and local policy context for transport and promoting walking and cycling; • Section 3 describes the existing site conditions and transport provision; • Section 4 describes the development proposals; • Section 5 describes construction traffic • Section 6 describes the transport that will be generated by the Woo Dale to Wye Dale Link when operational;. • Section 7 addresses management / mitigation of transport impacts; • Section 8 presents the report conclusions.
214843-00 | Issue | 15 November 2010
J:\214XXX\214843-00\4.50_REPORTS\ENVIRONMENTAL STATEMENT\CD\IK TRANSPORT ASSESSMENT ISSUE.DOCX Page 2
Peak Cycle Links Woo Dale to Wye Dale Link Transport Assessment
2 Policy Context
2.1 National Policy Planning Policy Statements (PPSs), and their predecessors Planning Policy Guidance Notes (PPGs), are prepared by the Government to explain statutory provisions and provide guidance on planning policy and the operation of the planning system. PPS12 sets out the Government’s national planning policies on delivering sustainable development through the planning system. The following key principles in PPS1 should be applied to ensure the delivery of sustainable development: • Sustainable development should be pursued in an integrated manner. • Development plans should contribute to global sustainability by addressing the causes and potential impacts of climate change, including reducing emissions. • Development should improve the character and quality of an area. • Development plans should promote clear, comprehensive and inclusive access policies that benefit the entire community. The main objectives of PPG133 are to integrate planning and transport at the national, regional, strategic and local level to: • promote more sustainable transport choices for both people and moving freight; • promote accessibility to jobs, shopping, leisure facilities and services by public transport, walking and cycling; and • reduce the need to travel, especially by car.
2.2 Local Planning Policy
2.2.1 Overview The Woo Dale to Wye Dale Link is situated within two local planning authorities; the Peak District National Park Authority and High Peak Borough Council (HPBC). The relevant policies in the two authorities’ planning documents are summarised below.
2.2.2 PDNPA Structure Plan The Structure Plan is no longer statutory policy, however it is still material to planning decisions within the National Park. The following policies are relevant:
2 Planning Policy Statement 1: Delivering Sustainability Development (PPS1), Communities and Local Government, January 2005 3 Planning Policy Guidance 13: Transport (PPG13), Communities and Local Government, March 2001
214843-00 | Issue | 15 November 2010
J:\214XXX\214843-00\4.50_REPORTS\ENVIRONMENTAL STATEMENT\CD\IK TRANSPORT ASSESSMENT ISSUE.DOCX Page 3
Peak Cycle Links Woo Dale to Wye Dale Link Transport Assessment
• Transport Policy 1 - Reconciling Transport demand with National Park Objectives – whereby environmental quality will be the primary criterion in the planning of transport system; • Transport Policy 10 –this policy states that provision will be made for new or improved routes for cyclists, horse riders and pedestrians.
2.2.3 PDNPA Local Plan The Local Plan states that public rights of way provide a valuable resource for visitors and local residents. It specifies that opening up the network of paths and bridleways to increased and more diverse use, will add to recreational opportunities, spread visitor pressures and benefit the local economy. The Local Plan states that missing links in the public paths network will be identified as soon as possible. This will include sections where the legal status is in doubt, but particularly where the alternative is to walk or ride alongside a busy road, which would be the case if users were required to use the A6.
2.2.4 PDNPA Local Development Framework This document establishes the values and challenges for the National Park and sets the desired spatial outcomes for the plan period up to 2026. The document is currently with the Secretary of State for comment. The transport chapter sets out seven policies related to transport in the park, two of which are particularly relevant for the Woo Dale to Wye Dale link: • Policy T1: Reducing the general need to travel and encouraging the use of more sustainable modes of transport; and • Policy T6: Routes for walking, cycling and horse riding, and waterways Policy T1 states that where possible a modal shift to more accessible sustainable options will always be sought. It also promotes good connectivity between different modes of transport. By implementing the Woo Dale to Wye Dale link, the connection to Buxton Railway station will be made and access by more sustainable modes of transport can be achieved. Policy T6 states that the rights of way network will be protected and enhanced to improve connectivity, accessibility and access to transport interchanges.
2.2.5 HPBC Structure Plan The Derby and Derbyshire Joint Structure Plan covers the HDBC area and was adopted in 2001. The Woo Dale to Wye Dale Link will help to achieve the following policies: • Transport Policy 1: Reducing the need to travel – whereby priority will be given to walking, cycling and public transport to increase the proportion of non-car journeys; • Transport Policy 9: Pedestrians, whereby provision will be made for a greater proportion of journeys by foot; • Transport Policy 10: Cycling, whereby provision will be made for a greater proportion of journeys by bicycle.
214843-00 | Issue | 15 November 2010
J:\214XXX\214843-00\4.50_REPORTS\ENVIRONMENTAL STATEMENT\CD\IK TRANSPORT ASSESSMENT ISSUE.DOCX Page 4
Peak Cycle Links Woo Dale to Wye Dale Link Transport Assessment
2.2.5.1 HPBC Local Plan The Local Plan states that the Council will use its powers and influence to ensure that the network of footpaths, bridleways and byways continues to be an asset. A good public rights of way network can provide an alternative option to motor transport for some journeys and contributes to sustainable transport. It also states that the Council is keen to ensure that trails and footpaths, can offer an alternative to using the car, especially for short journeys. In addition they provide a recreational resource and the long distant routes bring visitors into the area.
2.2.5.2 Local Development Framework Core Strategy The Draft Derbyshire Dales and High Peak Joint Core Strategy forms the planning framework for the Derbyshire Dales and High Peak communities outside of the Peak District National Park for the period up to 2026. Under chapter 7 Promoting Healthy and Sustainable Communities, the Transport and Accessibility section promotes the introduction of new cycling facilities; the use of local cycleway and pathway networks to improve choice of travel and safe access to developments on foot and by bicycle. It also states that it should be ensured that facilities are well related to public transport. The Woo Dale to Wye Dale link has been designed to improve access to the National Park via Buxton Railway Station. It is also served by bus services that stop next to the Wye Dale Car Park.
2.3 Local Transport Policy
2.3.1 Derbyshire Local Transport Plan 2 The Derbyshire Local Transport Plan (LTP) provides a framework to co-ordinate the local delivery of integrated transport and seeks to improve the transport system and the quality of people’s lives. The current Local Transport Plan covers the period April 2006 to March 2011. At the heart of the Derbyshire Local Transport Plan are five strategies. These are based on the four shared priorities between Central and Local Government, local priorities and wider quality of life issues. These are: • efficient maintenance and management • improving local accessibility and healthy travel choices • safer roads and communities • reduced congestion and a strong local economy • better air quality and environment. It is considered that the Woo Dale link would contribute to the final four of these five strategies by enhancing local residents’ and visitor access into the National Park and through local communities by sustainable transport modes.
214843-00 | Issue | 15 November 2010
J:\214XXX\214843-00\4.50_REPORTS\ENVIRONMENTAL STATEMENT\CD\IK TRANSPORT ASSESSMENT ISSUE.DOCX Page 5
Peak Cycle Links Woo Dale to Wye Dale Link Transport Assessment
2.3.2 Draft Local Transport Plan 3 Derbyshire County Council has prepared a draft local transport plan entitled ‘A Healthy Future for Transport’. This is currently at consultation stage. The plan covers 15 years from 2011-2026 and considers the following five transport goals: • tackling climate change • supporting economic growth • promoting equality of opportunity • contributing to better, safety, security and health and • improving quality of life and promoting a healthy natural environment. It is considered that the Woo Dale to Wye Dale link would contribute to all of these five goals.
2.3.3 Peak District Sustainable Tourism Strategy This strategy sets out a number of aims. The Woo Dale to Wye Dale link particularly helps to meet the following in relation to sustainable tourism: • Reduce dependency on the car when visiting the area; and • Ensure the traditional enjoyment of the Peak District will be more accessible to a wider range of people.
2.3.4 West Derbyshire and the High Peak Greenway Strategy This strategy sets out a framework for a network of good quality Greenways. The proposal for the Buxton to Bakewell trail, of which the Woo Dale to Wye Dale section is a part, represents a departure from the Council’s proposals as the route does not follow the A6 nor does it provide for equestrians. Instead it can be seen as complementary to the Council’s strategy by providing cyclists and walkers with a high quality route that links the Monsal Trail from Bakewell to Buxton Station.
2.3.5 PDNP Recreation Strategy and Action Plan This strategy sets out the aim to maintain existing routes and create a more integrated network of routes. It states that more circular routes and routes linked to urban areas and transport hubs are sought by providers and users. The Woo Dale to Wye Dale Link would achieve this. The strategy highlights that the development and delivery of parts or all of the Matlock-Buxton and Buxton-Ashbourne cycle trails will be an iconic project leading to the creation of a unique, high quality and wholly sustainable visitor attraction. It will provide a viable car-free alternative for the majority of visitors who come from Derby/Nottingham, the Midlands and the South (via Matlock) and the North West (via Buxton). The strategy states that ‘By creating an uninterrupted 26 km route - from Matlock Railway Station along the Derwent and Wye valleys to Bakewell, through the deeply incised and picturesque Wye Valley to Millers Dale and then on into
214843-00 | Issue | 15 November 2010
J:\214XXX\214843-00\4.50_REPORTS\ENVIRONMENTAL STATEMENT\CD\IK TRANSPORT ASSESSMENT ISSUE.DOCX Page 6
Peak Cycle Links Woo Dale to Wye Dale Link Transport Assessment
Buxton - people would have cycling connected access to the National Park from public transport hubs, gateway towns and major visitor attractions’.
214843-00 | Issue | 15 November 2010
J:\214XXX\214843-00\4.50_REPORTS\ENVIRONMENTAL STATEMENT\CD\IK TRANSPORT ASSESSMENT ISSUE.DOCX Page 7
Peak Cycle Links Woo Dale to Wye Dale Link Transport Assessment
3 Existing Conditions
3.1 Site Location and Description The site is a linear route, 2,450m long, located 3 km to the east of Buxton. It lies immediately north of the A6 Bakewell Road and the River Wye running from Church Lane (OS Grid Ref SK 084 734) to Wye Dale Car Park (OS Grid Ref SK 102 724). The land comprises a short section of farm track (Church Lane), which then runs through two steep sided limestone Dales (Woo Dale and Wye Dale) and finally linking to the existing Wye Dale Car Park. The Peak District National Park boundary runs along Church Lane encompassing Woo Dale and runs along the bottom of Wye Dale crossing the River Wye in several places. A public footpath runs along Church Lane and through to the bottom of Woo Dale where it meets the A6 Bakewell Road. At this point the path splits in two directions, one route heading south across the A6 and linking to the settlement of King Sterndale. The other route returns back up the steep slope of Wye Dale and runs east along the top of the slope linking to the Pennine Bridleway (national trail). Figure 4 shows the site location in the context of the existing rights of way. The closest residential properties are elevated above the Dale: Woolow Farm lies 100m to the west of the bottom on Woo Dale; Upper Farm and Middle Farm 150m to the east. Tunstead Quarry lies to the north east and Topley Pike Quarry and Wye Dale car park to the south east.
3.2 Existing Site Information
3.2.1 Overview The Woo Dale to Wye Dale link can be described in three distinct sections: • Church Lane; • Woo Dale; • Section parallel to the River Wye/A6.
3.2.2 Church Lane At present Church Lane is a track with deep ruts which make it difficult to cycle, the road has a stone base which could be enhanced once the soil and debris is cleared away and a permanent surface is laid. Church Lane is approximately 740m to the start of the Woo Dale. North and south of Church Lane there are open farm fields.
214843-00 | Issue | 15 November 2010
J:\214XXX\214843-00\4.50_REPORTS\ENVIRONMENTAL STATEMENT\CD\IK TRANSPORT ASSESSMENT ISSUE.DOCX Page 8
Peak Cycle Links Woo Dale to Wye Dale Link Transport Assessment
Photo 1: Church Lane
3.2.3 Woo Dale The route through Woo Dale continues southeast for a further 1250m towards the pumping station near the River Wye. At present it is a public footpath with an even gradient and steep sides making for attractive scenery. Surrounding Woo Dale there are steep gradients, open countryside and farm fields. To the west of Woo Dale there is a parallel route, which is a permissive route that leads to Buxton, but is not suitable for the proposed cycling and walking route on account of its steepness and intrusion into the farm.
Photo 2: Woo Dale
3.2.4 River Wye/A6 At the southern end of Woo Dale, a new link would be constructed for 450m in a west-east direction alongside the River Wye between the bottom of Woo Dale and Wye Dale car park (from which car drivers currently access the Monsal Trail). At present there are no other paths or rights of way on this alignment and the area is lightly wooded. A new footbridge crossing of the River Wye is proposed near the existing railway viaduct over the river. On the south side of the river, the shared-use track would run alongside the A6 for some 125m, utilising the wide verge. The existing bus lay-by would be retained.
214843-00 | Issue | 15 November 2010
J:\214XXX\214843-00\4.50_REPORTS\ENVIRONMENTAL STATEMENT\CD\IK TRANSPORT ASSESSMENT ISSUE.DOCX Page 9
Peak Cycle Links Woo Dale to Wye Dale Link Transport Assessment
Photo 3: Alongside the River Wye Photo 4: Alongside the A6
3.3 Wider Route Network Context The National Park has popular cycling routes along the Tissington and High Peak Railway Trails as well as on the Monsal Trail near to Bakewell. The existing network of trails has long been frustrated by the lack of connection through to Buxton and Matlock Stations. The strategy for improving the network of routes is set out in the Pedal Peak District Project Management Plan. It states that the route from Bakewell to Buxton would be the first route to be opened up via the Monsal Trail and the reopening of the former railway tunnels. This is would then progress to new routes being created around Buxton to link the High Peak and Tissington Trails, with the final aim being to open up the trail southwards from Bakewell to Rowsley and then to Matlock to create a complete circular route (Figure 1). The links proposed as part of the wider project would overcome the limited of public transport connections and lay the foundation for the National Park to pursue a much more sustainable transport programme; one in which many visitors can arrive by train and then use bicycles to explore the Park. Figure 1 shows the line of the proposed route and highlights each section which is to be covered by a detailed report for discussion with landowners and authorities.
3.4 Access by Cycle Travelling east from Buxton towards Woo Dale, cyclists have the opportunity to follow a quiet on-road route. This is labelled the Buxton East Section (Buxton Station to Redgap Lane) and is shown in detail on Figure 4. This section follows quiet residential roads through to Waterswallows Road to access Daisymere Lane / Redgap Lane which leads south to Church Lane. This section is just less than 5km long and is currently being signed and upgraded. The Woo Dale Section is approximately 2.5km in length and provides a missing connection between Redgap Lane directly and the Monsal Trail.
The Monsal Trail is currently being upgraded to provide a continuous spectacular cycling and walking route between Wye Dale and Bakewell. The work is due for
214843-00 | Issue | 15 November 2010
J:\214XXX\214843-00\4.50_REPORTS\ENVIRONMENTAL STATEMENT\CD\IK TRANSPORT ASSESSMENT ISSUE.DOCX Page 10
Peak Cycle Links Woo Dale to Wye Dale Link Transport Assessment
completion by March 2011 and will link with the Headstone Tunnel to Coombs Road section of the Monsal Trail which is already complete. This can be seen on Figure 2. There are no cycle hire facilities near the Woo Dale to Wye Dale link. At present the closest one exists at Parsley Hay, along the High Peak Trail, some 9km away by road. At Parsley Hay cycles can be rented for £12 for a half day or £15 for a full day for an adult bicycle. Planning permission been granted for bike hire at Hassops Station, a disused railway station just outside of Bakewell and the Monsal Head Viaduct. Hassops Station has been converted into a café and shop. There are also proposals for cycle hire close to the Wye Dale car park, and a planning decision is due at the end of November 2010.
3.5 Access on Foot Pedestrians from Buxton can access the Woo Dale to Wye Dale link by following a number of residential roads and lanes including the following: • Lightwood Road • Victoria Park Road • Waterswallows Road From Waterswallows Road, pedestrians can use public footpaths that link southwards to Church Lane. The distance from the Lesser Lane/Waterswallows Road junction to Church Lane is approximately 1.5km. At the bottom of Woo Dale, the existing footpath divides. One route continues south across the A6 Bakewell Road and links to the settlement of King Sterndale. The other route footpath returns back up the steep slope of Wye Dale and runs east along the top of the slope linking to the Pennine Bridleway (national trail) Neither of these rights of way provides a suitable link to Wye Dale car park). The public rights of way connecting to the proposed Woo Dale to Wye Dale Link are shown in Figure 4. Figure 5 shows the walking routes through to the Church Lane from Buxton.
3.6 Access by Bus Walkers wanting to access the Monsal Trail, can travel by bus from Buxton or other towns. Bus services to the point closest to the start of the Monsal Trail (Wye Dale to Miller’s Dale) are discussed in this section. These bus services serve the bus stop present on the A6 at King Sterndale, Topley Pike, just to the east of the Wye Dale car park and the start of the Monsal Trail. Although there are a number of buses that serve this bus stop however, the frequency is quite low for all the services, especially on a Sunday when service 218 runs six times per day and services 65 and 66 run just four times per day. Table 1: Bus Services Service Route Level of service Mon - Sat Sun
214843-00 | Issue | 15 November 2010
J:\214XXX\214843-00\4.50_REPORTS\ENVIRONMENTAL STATEMENT\CD\IK TRANSPORT ASSESSMENT ISSUE.DOCX Page 11
Peak Cycle Links Woo Dale to Wye Dale Link Transport Assessment
65 Sheffield – Tideswell - Buxton Every 70 mins 4 per day 66 Chesterfield – Tideswell - Buxton Every 120 mins 4 per day 218 Sheffield – Bakewell - Buxton Every 70 mins 6 per day
3.6.1 Train Services The Woo Dale to Wye Dale Link will provide a connection between the rail network at Buxton Station and the Monsal Trail. Buxton is accessible by rail from major towns and cities in the region, as well as from London, as shown in Table 2. The service frequency make rail, combined with cycle hire, a viable option to travel into the National Park without the need for a car. Table 2: Train Services Origin Saturday Sunday Weekday Services per day Frequency Journey Frequency Journey Frequency Journey time time time Manchester 60 1 hr 60 1 hr 60 1 hr Weekday – 18 Picadilly Saturday – 18 Sunday - 14 Sheffield 60 1 hr 45 (1 60 1 hr 45 (1 60 1 hr 45 (1 Weekday – 19 change) change) change) Saturday – 18 Sunday - 14 Stoke-on- 60 1 hr 30 (1 First 1 hr 30 (1 60 1 hr 30 (1 Weekday – 17 Trent change) service change) change) Saturday – 17 departs Sunday - 10 10.24 then 60 min London 60 2 hr 55 (1 60 3 hrs 12 (1 60 2 hr 55 (1 Weekday – 17 Euston change) change) change) Saturday – 17 Sunday - 13
3.7 Access by Car
3.7.1 Local Road Network The local road network is shown in Figure 2. A6 Bakewell Road At the southern end, the Woo Dale to Wye Dale link meets the A6 Bakewell Road which is a single 2-lane carriageway road connecting Buxton with Bakewell to the east. It has a speed limit of 50mph. Within Buxton, there are facilities for pedestrians alongside the carriageway but these are discontinued at the eastern edge of the urban area. Traffic flow data for the A6 shows that there is a daily average of 5089 vehicles over a 12 hour period (7am to 7pm). This is based on automatic traffic counts
214843-00 | Issue | 15 November 2010
J:\214XXX\214843-00\4.50_REPORTS\ENVIRONMENTAL STATEMENT\CD\IK TRANSPORT ASSESSMENT ISSUE.DOCX Page 12
Peak Cycle Links Woo Dale to Wye Dale Link Transport Assessment
(ATCs) over a seven day period during October 2010. The 85th percentile speed over this time period was 47 mph, with a mean speed of 42 mph. The heavy goods vehicle component and the speed of the traffic on the A6 thus make it an unsuitable walking and cycling route for the majority of users. Redgap Lane / Daisymere Lane At the northern end of the Woo Dale to Wye Dale link, Church Lane can be accessed by farm vehicles from Redgap Lane/Daisymere Lane. Redgap Lane/Daisymere Lane is a narrow country lane, approximately 3m wide, bordered by grassy verges with passing places. It is a no through route which connects at its north end to Waterswallows Lane. There are no significant traffic-generating land uses and observed traffic flows were very low. The distance from the junction of Daisymere Lane/Waterswallows Road to Church Lane is approximately 1.6km. A small number of vehicles were observed parking on the grass verges. Waterswallows Road Waterswallows Road is a single 2-lane carriageway which runs east-west between the A6 Fairfield Road in Buxton and Waterswallows Lane. Both Waterswallows Road and Redgap Lane/Daisymere Lane are subject to a 60mph speed limit and there is an existing 7.5 Tonne Weight Limit Except for Access on Waterswallows Road between the junction with Waterswallows Lane and the junction with Cross Street (near the A6 Fairfield Road). Waterswallows Lane to the east serves heavy quarry traffic. Traffic count data for Waterswallows Road were requested from Derbyshire County Council, but are not available. Informal estimates of traffic flows on the section of Waterswallows Road subject to the 7.5 tonne weight limit were made during a site visit in November 2010 and indicate peak hour traffic flows of approximately 2,500 vehicles per hour. The junction of Daisymere Lane with Waterswallows Road is a priority junction with good visibility.
3.7.2 Parking Availability
3.7.2.1 Formal Parking There are a number of car parks located along the existing walking and cycling trails in the network. Table 3 summarises the available car park capacity and estimated usage for car parks along the Monsal Trail4. Table 4 provides equivalent data, where available, for car parks serving other parts of the Peak Trails Links, which could be used by cycle users making longer trips. All car parks that are pay and display have the following scale of charges: • £3.50 for all day • £2.50 for up to 4 hours and • £1.20 for up to an hour.
4 Car park capacity and demand data provided by Peak District National Park Authority
214843-00 | Issue | 15 November 2010
J:\214XXX\214843-00\4.50_REPORTS\ENVIRONMENTAL STATEMENT\CD\IK TRANSPORT ASSESSMENT ISSUE.DOCX Page 13
Peak Cycle Links Woo Dale to Wye Dale Link Transport Assessment
The small Wye Dale car park has 28 spaces and is situated at the southern end of the proposed Woo Dale to Wye Dale Link and the western end of the Monsal Trail. Table 3 illustrates that on average there is spare capacity within Wye Dale car park.
Photo 5: the Wye Dale Car Park
Table 3: Car park capacity and usage along the Monsal Trail Monsal Trail Capacity Charge Estimated Usage 2006/07 Bakewell Station 25 Pay and display 3169 Millers Dale 80 Pay and display 10141 Wye Dale 28 Pay and display 3549
Table 4: Car park capacity and usage at other parts of the Peak Trails Links Tissington Trail Capacity Charge Estimated Usage 2006/07 Mappleton Lane 25 plus 100 overflow Pay and display 3169 Thorpe 45 No data Tissington 70 Pay and display 8873 Alsop 50 6338 Hartington 70 Pay and display 8873 High Peak Trail Capacity Charge Estimated Usage 2006/07 Hurdlow 55 No data Parsley Hay 90 Pay and display 11408 Friden 45 No data Minninglow 35 No data
214843-00 | Issue | 15 November 2010
J:\214XXX\214843-00\4.50_REPORTS\ENVIRONMENTAL STATEMENT\CD\IK TRANSPORT ASSESSMENT ISSUE.DOCX Page 14
Peak Cycle Links Woo Dale to Wye Dale Link Transport Assessment
3.7.2.2 Informal Parking On Redgap Lane it is possible to park along the grass verges bordering the lane in order to access Church Lane (the western end of the Woo Dale to Wye Dale section). This was observed in three locations on the lane during a site visit in November 2010 (see photo 6). On Waterswallows Road at the junction with Lesser Lane where there are footpaths that head southeast down to Church Lane, there is no availability for people to park on the verges and bollards have been installed to prevent this happening.
Photo 6: Informal parking on Redgap Lane
3.8 Road Safety Road Traffic Accident Data was requested from the Derbyshire Police Authority for the latest three years available (1 August 2007 to 31 July 2010). The area of assessment covers the A6 from the junction with the A53 in Buxton to the east of the Wye Dale car park. Accidents have been classified according to their severity: • Slight - an injury was obtained but no hospital stay was necessary • Severe - a hospital stay was required, and • Fatal In summary nine accidents were recorded of which eight were slight and one was serious. In two of the slight accidents, pedestrians were injured. These both occurred on the edge of the Buxton urban area in close proximity and both involved the pedestrians being hit on the main road. One pedestrian was a child who may have been on the way home from school. However no other accidents occurred at this location to suggest a physical problem with the road. The Woo Dale to Wye Dale link will not add traffic at this location and will decrease the likelihood of vulnerable users at this location, as cyclists would be on the Woo Dale to Wye Dale link rather than the A6. There have been no injury accidents on the section of the A6 between Pig Tor and Topley Pike. There have therefore been no injury accidents where the shared use path is proposed to run along the north verge or at the Farm access which may be used as a construction vehicle access. The location of the accidents is shown in Figure 6.
214843-00 | Issue | 15 November 2010
J:\214XXX\214843-00\4.50_REPORTS\ENVIRONMENTAL STATEMENT\CD\IK TRANSPORT ASSESSMENT ISSUE.DOCX Page 15
Peak Cycle Links Woo Dale to Wye Dale Link Transport Assessment
4 Proposed Development
4.1 Description of proposed development The proposal is for the development of the Woo Dale to Wye Dale section of the Buxton & Monsal Trail Cycle Project. This is part of a nationally recognised scheme to enhance the provision for cycling within the Peak District and to promote sustainable transport by linking from the rail network in Buxton through to Bakewell. The Woo Dale section will provide part of the key link to Buxton Station. The majority of the 2,450m route follows an existing Public Right of Way (PROW) until it meets the River Wye and the viaduct over the railway line adjacent to the A6. The north-eastern end of the proposed shared use path leads from the junction of Redgap Lane and Church Lane (north of Redgap Farm), along Church Lane (an existing farm track) and down through Woo Dale turning east prior to meeting the A6. The route then runs parallel to the River Wye through Wye Dale at the base of the northern slope which forms the Dale. The final section of the route crosses the River Wye on a new cycle/pedestrian footbridge adjacent to an existing rail viaduct, finally linking to Wye Dale Car Park via a shared use track along the north verge of the A6. The proposed route is shown on Figure 2. The condition of the existing PROW varies; along Church Lane this is a metalled route with grass verges and central strip. The PROW as it enters Woo Dale then becomes very rutted from agricultural vehicles and frequent informal use by pedestrians and cyclists. Remnants of a stone base appear through the ruts but this generally appears as a grass track. The final section of the route from the bottom of Woo Dale to Wye Dale Car Park will be a newly formed track which by-passes the narrow and dangerous section of the A6 Bakewell Road. The path will cross the River Wye adjacent to the existing railway viaduct. Figure 7 shows the section of route parallel to the River Wye and the A6. The proposed cycle track is designed to be used by a variety of users, including access for agricultural vehicles. The track will be constructed using a suitably bound material with stone surface dressing to a final width of 2.5m.
4.2 Objectives of proposed development The PDNPA defined its strategy for increasing cycling in the Peak District National Park in ‘Cycling in the Peak District National Park: up a Gear’. This document forms the PDPNA’s successful bid document to the Department for Transport for funding to deliver the trails, and for supporting marketing, promotion and staffing. Central to the PDNPA’s strategy is the development and delivery of the Matlock to Buxton and Buxton to Ashbourne Cycleways. The strategic opportunities that the strategy seeks to address are: • The lack of connections between urban areas, gateway towns, transport hubs and cycling infrastructure
214843-00 | Issue | 15 November 2010
J:\214XXX\214843-00\4.50_REPORTS\ENVIRONMENTAL STATEMENT\CD\IK TRANSPORT ASSESSMENT ISSUE.DOCX Page 16
Peak Cycle Links Woo Dale to Wye Dale Link Transport Assessment
• Promoting cycling as a practicable way of accessing the National Park via Gateway towns, transport hubs and routes that connect directly into urban areas • Using the leisure cycling experience to promote more widespread cycling and hence healthier lifestyles, more sustainable living and overall reductions in carbon emissions; • To promote and provide for specialist cycling interests – staying visitors, long- distance cycling, older/disabled/younger cyclists, events, festivals and cycle- related businesses; • To provide a viable car-free alternative for the majority of the National Park visitors who come from the Derby/Nottingham, the Midlands and the South (via Matlock) and the North West (via Buxton).
4.3 Justification for proposed route alignment
4.3.1 Investigation of route alignment options A comprehensive investigation of route options to link Buxton Station to the Monsal Trail in Wye Dale was undertaken by Peak Cycle Links and is fully detailed in the Planning Application document: ‘Buxton & Monsal Trail – Woo Dale & Wye Dale Link, November 2010, prepared by Peak Cycle Links. The alternative route options are summarised below and illustrated in Figure 8.
4.3.2 Option 1: A6 Bakewell Road Derbyshire County Council’s Greenway Strategy indicates a route along the general alignment of the A6. This route has a high proportion of heavy vehicles, including quarry lorries and it has no footway or verge which could be utilised making this route undesirable for many cycle users. The current route is seen as complimentary to an alignment along the A6.
4.3.3 Option 2: Rail Corridor The railway line remains in use serving Tunstead Quarry. Although the line has been singled, the remaining line has been realigned to ease the curves, moves from side to side of the original double track formation, and through Ashwood Dale runs centrally to avoid the retaining walls on the one side and the rock falls on the other. There is no viable route on Network Rail land.
4.3.4 Option 3: Land beside A6 Bakewell Road Land adjacent to the A6 was investigated although engineering constraints would make this route unfeasible. Although there are some sections where there is some land, through Ashwood Dale the space is so constricted that the path would have to be built over the River Wye for some distance. Even if such a route was agreed it would suffer from the noise of traffic over its whole length, and numerous pinch points where heavy engineering would result in excessive costs.
214843-00 | Issue | 15 November 2010
J:\214XXX\214843-00\4.50_REPORTS\ENVIRONMENTAL STATEMENT\CD\IK TRANSPORT ASSESSMENT ISSUE.DOCX Page 17
Peak Cycle Links Woo Dale to Wye Dale Link Transport Assessment
4.3.5 Option 4a: Pictor Hall The Pictor Hall route would require a new path along the north side of the river from Topley Pike Bridge to the Pictor Hall Road, a distance of nearly 900 metres. The ride up to Pictor Hall is steep and the road has footpath status only so legal agreements would be required. In addition the riverside section of the route would require detailed agreements from Natural England and the Environment Agency over its whole length.
4.3.6 Option 4b: Woo Dale The Woo Dale route only requires 350m of riverside path and the Dale itself offers an easy gradient throughout, predominantly on existing Public Rights of Way. The dramatic scenery makes this an attractive route which is likely to help encourage its use.
4.3.7 Option 4c: Cowlow The Cowlow options are twofold. The first would follow the riverside to the bottom of Woo Dale, as in the options 4a and 4b, and then require the construction of a new series of switchbacks to climb the hill to Cowlow. Whilst this results in an attractive route, this would inevitably be a steep climb, and the likely disruption to the SAC site would be considerable. The second option manages to stay outside the SAC area but only by the means of excavating a major switchback ramp through rock down the side of Rocks Dale. This route runs within the active quarry making this undesirable.
4.3.8 Option 4d: Pennine Bridleway The Pennine Bridleway offers an agreed route out of the Wye Dale but it suffers from a combination of steep hill and shared use with quarry vehicles which may exclude it from popular use by the general public. The climb out of Wye Dale is extremely steep.
4.3.9 Option 5a: King Sterndale and Harpur Hill The King Sterndale Options (5a & 5b) require the support of Network Rail to remove their Topley Pike siding. This would enable the construction of a route ramping up from the Wye Dale car park onto the railway embankment and then across the A6 on the Topley Pike Bridge. This is adjacent to the remaining single track railway. This runs as far as the site for a new ramp up to the steep road to King Sterndale. From here an attractive road leads to Harpur Hill. The A515 crossing would need to be resolved and the quarry road and remains of the old railway all pressed into service to avoid the main road to Harper Hill itself. This route option suffers from being overly circuitous to be a practical link.
4.3.10 Option 5b: King Sterndale and Cowlow This option would produce a more direct route, from King Sterndale to Buxton, by following the Midshires way footpath to Cowdale. This is an attractive and easily graded alignment, subject to landowner consents. From
214843-00 | Issue | 15 November 2010
J:\214XXX\214843-00\4.50_REPORTS\ENVIRONMENTAL STATEMENT\CD\IK TRANSPORT ASSESSMENT ISSUE.DOCX Page 18
Peak Cycle Links Woo Dale to Wye Dale Link Transport Assessment
Cowdale the route follows the edge of Cowdale Quarry (itself the site of a current planning application) but would have to divert from the current footpath route over Staden Lane because of its steep gradients. A better route would keep to the edge of the quarry and then follow the field edges above the A6 as far as the caravan park and then cross the road to enter Buxton by the allotments. This route, if it could be negotiated is fairly direct but suffers from the need to negotiate and construct considerable lengths of new path as well as the potential uncertainties of winning landowner consent.
4.3.11 Option 5c: Pennine Bridleway southern route. The southern route of the Pennine Bridleway does offer a good link across to the High Peak Trail but it involves a steep walk out of Wyedale and the construction of the whole of the proposed route from Buxton to Staker Hill. This route option suffers from being overly circuitous to be a practical link.
4.3.12 Summary In summary, the Woo Dale to Wye Dale Link is the only practical alignment that provides an appropriate user experience, is deliverable in a reasonable timescale and offers value for money in terms of construction cost. The Cowlow zigzag, while feasible, includes a very steep climb out of and likely disruption to the SAC.
214843-00 | Issue | 15 November 2010
J:\214XXX\214843-00\4.50_REPORTS\ENVIRONMENTAL STATEMENT\CD\IK TRANSPORT ASSESSMENT ISSUE.DOCX Page 19
Peak Cycle Links Woo Dale to Wye Dale Link Transport Assessment
5 Construction Traffic
5.1 Construction Methodology All works will be subject to a Construction Management Plan which will address management of workforce access and deliveries and storage of construction materials. This will include traffic management, vehicle routeing and scheduling of deliveries as required and agreed with the Planning Authority and Highway Authority. The Construction Management Plan will This will capture all of the method statements and agreements.
5.2 Programme In order to protect the extremely important ecological value of the route, together with the inherent beauty and character of this landscape, all of the construction work will be undertaken by small gangs of operatives, using small scale plant and in many places handworks in order to minimise the construction footprint of the scheme and reduce the need for ground reinstatement works. In this case the likely construction period would be 3-4 months (subject to favourable weather conditions). The number of operatives on site is unlikely to exceed 6 people at any one point (average 3 people). Plant will consist of a 1.5tonne or similar mini excavator, a 1-2 tonne dumper and 800 to 1000mm ride on roller. Method statements will be required from the contractor to cover all stages of the construction.
5.3 Construction access and trip generation Access via Waterswallows Road and Daisymere Lane/Redgap Lane The majority or all of the construction deliveries would access the site from the north via Waterswallows Road and Daisymere Lane/Redgap Lane for the construction of the trail north of the River Wye. This route is subject to a 7.5 tonne weight limit except for access. The junction of Daisymere Lane with Waterswallows Road is a priority junction with good visibility; the junction provides visibility splays that achieve the desirable minimum as set out in the DMRB (Volume 6, Section 1, Part 1), subject to normal highway maintenance and vegetation clearance. No modification to the junction is considered to be necessary. A construction compound/ material staging area will be required to enable construction vehicles to deliver and manoeuvre without obstructing Redgap Lane. The location of the compound / staging area will be agreed prior to works commencing with the Local Authority, Natural England and the Environment Agency and will be located outside of the Special Area of Conservation and Site of Special Scientific Interest. Traffic movements generated by construction of the section of route between Church Lane and the bottom of Woo Dale are estimated to be as follows. (The
214843-00 | Issue | 15 November 2010
J:\214XXX\214843-00\4.50_REPORTS\ENVIRONMENTAL STATEMENT\CD\IK TRANSPORT ASSESSMENT ISSUE.DOCX Page 20
Peak Cycle Links Woo Dale to Wye Dale Link Transport Assessment
volumes of imported material are initial estimates and may be refined during further design). • 1,500m3 of limestone to build up the path base layer. Assuming 10m3 per vehicle and a construction period of 20 working days, this amounts to less than 8 HGVs per day and less than one HGV per hour. • 300m3 of asphalt wearing course. Assuming 10m3 per vehicle and a construction period of 20 working days, this amounts to less than 2 HGVs per day. • The number of operatives on site is unlikely to exceed 6no. people at any one point (average 3no. people). This would represent a worst case trip generation of six additional car trips to and from the site per day, assuming that all workers drive alone to site. Construction plant will consist of a 1.5tonne or similar mini excavator, a 1-2 tonne dumper and 800 to 1000mm ride on roller. Method statements will be required from the contractor to cover all stages of the construction and where relevant these will be agreed with Natural England and the Environment Agency. Access from the A6 Bakewell Road near King Sterndale A small proportion of construction deliveries (for construction of the section of route between the bottom of Woo Dale and the new footbridge over the River Wye) may be from the A6 via the farm access track and bridge across the River Wye near the King Sterndale/Pictor Hall bus stop. HGV access from the A6 at this location would need to be agreed with the highway and planning authorities. Traffic movements generated by construction of this section of route are estimated to be as follows. (The volumes of imported material are initial estimates and may be refined during further design.) • 150m3 of limestone for path construction. Assuming 10m3 per vehicle and a construction period of 20 working days, this amounts to less than one HGV per day; • The number of operatives on site is unlikely to exceed 6no. people at any one time. This would represent a worst case trip generation of six additional car trips to and from the site per day, assuming that all workers drive alone to site. This section may be constructed as a separate contract with access from the A6 Bakewell Road via the farm access track as described above. Alternatively, it could form part of the Church Lane / Woo Dale contract and construction access could be via Waterswallows Road and Daisymere Lane/Redgap Lane. Access from the A6 Bakewell Road near Wye Dale car park A small number of construction deliveries for the section of route along the north verge of the A6 and construction of the southern footing of the new footbridge will be from the A6 near Wye Dale car park. It is proposed that Wye Dale car park could be used for materials deliveries and workforce parking. Traffic movements generated by construction of this section of route are estimated to be as follows. (The volumes of imported material are initial estimates and may be refined during further design).
214843-00 | Issue | 15 November 2010
J:\214XXX\214843-00\4.50_REPORTS\ENVIRONMENTAL STATEMENT\CD\IK TRANSPORT ASSESSMENT ISSUE.DOCX Page 21
Peak Cycle Links Woo Dale to Wye Dale Link Transport Assessment
• 65m3 of limestone to build up the path base layer. Assuming 10m3 per vehicle and a construction period of 10 working days, this amounts to less than one HGV per day. • 20m3 of asphalt wearing course. Assuming 10m3 per vehicle and a construction period of 10 working days, this amounts to less than 1 HGV per day. • The number of operatives on site is unlikely to exceed 6no. people at any one point (average 3no. people). This would represent a worst case trip generation of six additional car trips to and from the site per day, assuming that all workers drive alone to site. The Bridge over the River Wye is likely to be constructed off-site and craned into position on site. This operation may require temporary traffic management on the A6 for a duration of a few hours.
5.4 Public Rights of Way The existing PROW from Church Lane to the bottom of Woo Dale will be maintained open during construction. The Woo Dale to Wye Dale car park link will not be open to the public until fully constructed.
214843-00 | Issue | 15 November 2010
J:\214XXX\214843-00\4.50_REPORTS\ENVIRONMENTAL STATEMENT\CD\IK TRANSPORT ASSESSMENT ISSUE.DOCX Page 22
Peak Cycle Links Woo Dale to Wye Dale Link Transport Assessment
6 Operational Phase Trip Attraction
6.1 Cycling and walking
6.1.1 Overview The assessment of cycling demand has assessed both leisure demand (based on similar trails within the National Park and elsewhere) and potential utility cycling demand for trips between Bakewell, Buxton and intermediate villages.
6.1.2 Utility trips The Journey to Work Origin-Destination matrices for the 2001 Census provide data on the number of travel to work trips, by each travel mode, between every pair of Census output areas. Journeys to work would make up the majority of potential utility trips using the Woo Dale to Wye Dale Link and this database therefore gives some indication of potential utility demand for the new facility. The Census O-D database was interrogated to identify the total number of journeys to work that were made in 2001 between Buxton and locations that could be served by the new Woo Dale to Wye Dale Link. The potential utility cycling catchment for the new route was defined as locations to the east of Redgap Lane, within 2.5km of the new section of route through Woo Dale and the upgraded Monsal Trail and up to 10 miles from the centre of Buxton. Within this catchment, a total of 250 journeys to work were made daily to Buxton in 2001 by all travel modes. Of these 86% were by car as car drivers or car sharers. Cycling and walking levels were negligible as may be expected in the absence of a suitable route. Of the 250 journeys to work by all modes, only 35 were less than 5 miles and 127 were less than 8 miles. The minimum distance was more than 4 miles. From this analysis, it is evident that the Woo Dale to Wye Dale Link would have a small role in providing for journeys to work. With a minimum trip distance of more than 4 miles, walking would not be a realistic option. The potential for utility cycling trips on the Woo Dale to Wye Dale Link is also low, because of the small catchment population served by the route within convenient cycling distance of Buxton. If 5% to 10% of journeys to work of 4 to 8 miles were made by cycle, this would amount to between 6 and 13 new cycle trips for commuting per day
6.1.3 Leisure trips In May and June 2010, Sustrans conducted route user surveys at the following locations: • Parsley Hay Visitor Centre – at the junction of the Tissington Trail and High Peak Trail • Monsal Trail – near to the former Bakewell Railway Station
214843-00 | Issue | 15 November 2010
J:\214XXX\214843-00\4.50_REPORTS\ENVIRONMENTAL STATEMENT\CD\IK TRANSPORT ASSESSMENT ISSUE.DOCX Page 23
Peak Cycle Links Woo Dale to Wye Dale Link Transport Assessment
From the manual counts at these locations the following annual usage is estimated, along with the proportion of cyclists and walkers. Table 5: Annual usage on the Tissington, High Peak and Monsal Trails Location Annual Usage Proportion of Proportion of Cyclists Walkers Parsley Hay Visitor Centre 254,875 86% 13% Bakewell Railway Station, 91,187 25% 73% Monsal Trail
The Woo Dale to Wye Dale link would be more similar in character and function to the Parsley Hay location than the survey point in Bakewell. However the Monsal Trail once complete with the Woo Dale to Wye Dale section in place would offer an even more exciting and dramatic experience than the Tissington and High Peak Trail at Parsley Hay. It is estimated that cycle usage could be at least double that observed at Parsley Hay; i.e. some 500,000 users per year. This is consistent with the estimates contained in the Pedal Peak District Project Management Plan Summary5 which refers to the potential for a combined usage of 800,000 users on the Monsal and Tissington Trails. Data from annual monitoring of cycles at the three cycle hire centres in the Peak District, indicate that in 2009/10 there were 31,184 hirings, with the peak month being August with 6,984 hirings. At Parsley Hay there were 10,255 hirings during the year. With prices being £12 for half a day or £15 a full day, this represents a significant potential business opportunity in Buxton, to meet the demand from those users who will arrive by train (or other mode) and wish to hire a bicycle.
6.2 Vehicular Attraction
6.2.1 Car parking demand Car trip generation to access the Woo Dale to Wye Dale Link will largely be governed by car parking availability – both formal and informal parking. There are two possible locations where users of the Woo Dale to Wye Dale Link might wish to park. These are: • at the Wye Dale car park; and • informal parking on the verges along Redgap Lane close to the western end of the new section of route. The potential for changes in parking demand arising from provision of the Woo dale to Wye Dale Link has been considered in the context of the imminent opening of the western section of the Monsal Trail. A key objective of the Woo Dale to Wye Dale link is to link Buxton as a Gateway Town and rail transport hub to existing cycling and walking trails within the Peak District National Park, thereby reducing the need to drive and park within the National Park. The proposed Woo Dale to Wye Dale Link will complete a
5 Peak District National Park Authority and Cycling England, 2010, Pedal Peak District Project Management Plan Summary
214843-00 | Issue | 15 November 2010
J:\214XXX\214843-00\4.50_REPORTS\ENVIRONMENTAL STATEMENT\CD\IK TRANSPORT ASSESSMENT ISSUE.DOCX Page 24
Peak Cycle Links Woo Dale to Wye Dale Link Transport Assessment
missing section of a continuous cycling and walking link between Buxton and Bakewell. Redgap Lane It is anticipated that cycle users of the route will cycle from Buxton and will not generate additional parking demand along Redgap Lane. Much of the route of the Woo Dale to Wye Dale link is already available to walkers (from Church Lane to Cowlow), and connects to Buxton via existing footpaths as shown in Figure 4 in the Transport Assessment. Some limited car parking activity can be observed along Redgap Lane at present. It is possible that upgrading the path surface in Woo Dale and provision of the new link between Cowlow and the Wye Dale car park and upgraded Monsal Trail could increase demand for parking along Redgap Lane, but it is not expected that this will be significant. Wye Dale car park The spectacular section of the Monsal Trail east of Wye Dale car park is currently being upgraded and is due to open as a continuous route from Wye Dale car park to Bakewell by March 2011. In the absence of a continuous and attractive walking and cycling link from Buxton to the Monsal Trail, an increase in parking demand at Wye Dale car park is likely, as residents of Buxton and visitors from further afield drive to access the new facility. The Woo Dale to Wye Dale link would provide the necessary continuous cycling and walking link between Buxton and the Monsal Trail, thereby enabling cycle users to access the Monsal Trail from Buxton and the rail network avoiding the A6. The Wood Dale to Wye Dale link should reduce additional demand for car parking at Wye Dale car park. It is unlikely that the Woo Dale to Wye Dale route will create additional parking demand at Wye Dale Car Park by users who wish to access Woo Dale. It is concluded that the Woo Dale to Wye Dale Link will lead to no change or a net reduction in car parking demand at Wye Dale car park, compared to the situation with the Monsal Trail fully open but no link through to Buxton.
6.2.1.1 Car trip generation Applying the same logic as described above for car parking, it is expected that the Woo Dale to Wye Dale Link will lead to no significant increase in traffic flows, and should lead to fewer trips along the A6 compared to the situation with the Monsal Trail fully open but no link through to Buxton. Additional motorised traffic using Redgap Lane is likely to be negligible and would have no significant effect on the operation of the junction of Daisymere Lane and Waterswallows Road. Additional cycle users would have no detrimental effect on the operation of the junction of Waterswallows Road with Daisymere Lane.
214843-00 | Issue | 15 November 2010
J:\214XXX\214843-00\4.50_REPORTS\ENVIRONMENTAL STATEMENT\CD\IK TRANSPORT ASSESSMENT ISSUE.DOCX Page 25
Peak Cycle Links Woo Dale to Wye Dale Link Transport Assessment
7 Management of impacts
7.1 Construction Phase All works will be subject to a Construction Management Plan which will address management of workforce access and deliveries and storage of construction materials. This will include traffic management, vehicle routeing and scheduling of deliveries as required and agreed with the Planning Authority and Highway Authority. A construction compound/ material staging area will be required to enable construction vehicles to deliver and manoeuvre without obstructing Redgap Lane. The location of the compound / staging area will be agreed with the Local Authority, Natural England and the Environment Agency prior to work commencing and will be located outside of the Special Area of Conservation and Site of Special Scientific Interest. The priority junction of Daisymere Lane with Waterswallows Road has adequate visibility and its performance will not be adversely affected by the predicted construction traffic demand. The existing PROW from Church Lane to the bottom of Woo Dale will be maintained open during construction to ensure that there is no community severance effect.
7.2 Operational Phase
7.2.1 Reduced traffic It is expected that the Woo Dale to Wye Dale Link lead to net reduction in traffic flows. It should lead to fewer trips along the A6 and lower parking demand at Wye Dale car park compared to the situation with the Monsal Trail fully open but no link through to Buxton. The Woo Dale to Wye Dale Link is not expected to generate a significant increase in parking demand along Redgap Lane. The following measures are proposed to ensure that the benefits of the Woo Dale to Wye Dale Link are maximised and that adverse impacts do not occur.
7.2.2 Parking Management on Red Gap Lane No additional physical measures are introduced to manage parking along Redgap Lane at the current time. Should monitoring of informal parking demand along Redgap Lane indicate that parking does increase to unacceptable levels, then additional measures to manage demand, which are in keeping with the character of the rural lane – for example wooden posts within the verge - could be considered.
214843-00 | Issue | 15 November 2010
J:\214XXX\214843-00\4.50_REPORTS\ENVIRONMENTAL STATEMENT\CD\IK TRANSPORT ASSESSMENT ISSUE.DOCX Page 26
Peak Cycle Links Woo Dale to Wye Dale Link Transport Assessment
7.2.3 Promotion of the route Publicity for the Buxton and Monsal Trail should present the facility as a continuous route between Buxton and Bakewell and should publicise public transport services and cycle hire opportunities serving the route. Publicity materials should state that there is no parking available along Redgap Lane and that spaces are limited at Wye Dale car park.
7.2.4 Safety measures At the request of Derbyshire County Council, the proposed scheme includes cycle warning signs onWaterswallows Road on the approaches to the junction with Daisymere Lane. At the request of Derbyshire County Council, the scheme design includes a vehicle containment barrier along the north verge of the A6 where the proposed new bridge across the river joins the proposed shared use track along the verge. The Woo Dale to Wye Dale Link will be subject to a Stage 1 / 2 safety audit post submission.
214843-00 | Issue | 15 November 2010
J:\214XXX\214843-00\4.50_REPORTS\ENVIRONMENTAL STATEMENT\CD\IK TRANSPORT ASSESSMENT ISSUE.DOCX Page 27
Peak Cycle Links Woo Dale to Wye Dale Link Transport Assessment
8 Conclusion
8.1 Construction Phase Construction traffic generation is very low, with a total of 200 HGV movements during the 3 to 4 month construction period and less than 2 HGV movements per hour on average based on deliveries over 20 working days. The workforce is unlikely to exceed six, resulting in a worst case maximum of eight additional peak hour vehicle movements, including HGVs. All works will be subject to a Construction Management Plan which will address management of workforce access and deliveries and storage of construction materials. This will include traffic management, vehicle routeing and scheduling of deliveries as required and agreed with the Planning Authority and Highway Authority. The existing PROW from Church Lane to the bottom of Woo Dale will be maintained open during construction to ensure that there is no community severance effect. During construction adverse transport impacts are all minor, of short duration and will be managed by implementation of the Construction Management Plan.
8.2 Operational Phase
8.2.1 Cycling and Walking Demand The Monsal Trail is forecast to attract at least 500,000 cycling and walking trips per annum, following completion in March 2011 of the enhancements between Wye Dale car park and Bakewell. As a gateway town to the Peak District National Park, with good rail links, at least half of these 500,000 trips can be expected to arrive from Buxton and the west. When open, the Woo Dale to Wye Dale Link will complete a safe, attractive walking and cycling route to reach the enhanced Monsal Trail from Buxton and the rail network. It will provide for Buxton residents and visitors travelling by train from Manchester, Sheffield, Stoke-on-Trent and further afield. Without the Woo Dale to Wye Dale Link, many more of these visitors would drive to the Monsal Trail. By providing a convenient, attractive alternative to driving into the National Park to access the Monsal Trail, the Woo Dale to Wye Dale Link will offer benefits in terms of reductions in traffic noise, air pollution and driver delay. The proposed route will have significant beneficial impacts on pedestrian and cycle amenity, reduced severance and accidents and safety.
8.2.2 Car parking It is concluded that the Woo Dale to Wye Dale Link will lead to no change and potentially a net reduction in car parking demand at Wye Dale car park, compared to the situation with the Monsal Trail fully open but no link through to Buxton.
214843-00 | Issue | 15 November 2010
J:\214XXX\214843-00\4.50_REPORTS\ENVIRONMENTAL STATEMENT\CD\IK TRANSPORT ASSESSMENT ISSUE.DOCX Page 28
Peak Cycle Links Woo Dale to Wye Dale Link Transport Assessment
Some minor increase in parking demand is possible along Redgap Lane by walkers parking to access the enhanced facility along Woo Dale. However, the effects are likely to be negligible and no physical mitigation is proposed. This may be reviewed if monitoring indicates an unacceptable increase in parking along Redgap Lane.
8.2.3 Traffic generation It is concluded that the Woo Dale to Wye Dale Link will lead to no change and potentially a net reduction in traffic compared to the situation with the Monsal Trail fully open but no link through to Buxton. No adverse impacts on the operation of the highway network are identified.
8.2.4 Management of impacts Once open, a number of measures are proposed to manage transport impacts and to ensure that the benefits of the scheme are realised. These include: • Publicity for the Buxton and Monsal Trail which presents the facility as a continuous route between Buxton and Bakewell, publicises public transport services and cycle hire opportunities serving the route and states that there is no parking available along Redgap Lane and that spaces are limited at Wye Dale car park; • Monitoring of informal car parking along the verges on Redgap Lane; • The scheme includes minor safety measures requested by Derbyshire County Council. A Stage 1/2 road safety audit of the designs will be conducted post submission. Residual impacts are acceptable and most will be beneficial.
214843-00 | Issue | 15 November 2010
J:\214XXX\214843-00\4.50_REPORTS\ENVIRONMENTAL STATEMENT\CD\IK TRANSPORT ASSESSMENT ISSUE.DOCX Page 29